CN115685764A - Task self-adaptive anti-interference tracking control method and system for variable-span aircraft - Google Patents
Task self-adaptive anti-interference tracking control method and system for variable-span aircraft Download PDFInfo
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Abstract
The invention relates to a task self-adaptive anti-interference tracking control method and system for a variable-span aircraft. Fitting a nonlinear expression of aerodynamic parameters of the variable-span aircraft based on aerodynamic analysis data of the variable-span aircraft in different span configurations; representing system interference introduced by the wingspan deformation execution error, and establishing a variable wingspan flight dynamic model considering the deformation execution error under a strict feedback form; designing a nonlinear variable span optimization index, and providing a task self-adaptive continuous variable span optimization control law; under the framework of a backstepping control method, a self-adaptive instruction filtering backstepping tracking control law based on interference estimation is provided; and combining a variable-span flight dynamics model, continuous variable-span optimization control and adaptive instruction filtering backstepping tracking control to complete task tracking. The invention can realize task self-adaptive continuous variable span auxiliary flight, can ensure high-precision task tracking under the deformation execution error, is easy for engineering realization, and is suitable for task tracking control of an aircraft with the characteristic of symmetrical variable span.
Description
Technical Field
The invention belongs to the field of aircraft control, and particularly relates to a variable-span aircraft task self-adaptive anti-interference tracking control method and system.
Background
In recent years, the demands of industries and fields such as logistics transportation, environmental monitoring, emergency rescue, modern agriculture and the like on multi-performance and multi-task execution capabilities of a new generation of aircraft such as long-term cruising/short-distance take-off and landing are more and more urgent. Inspired by the nature flying creatures, the variable configuration aircraft utilizes the configuration change to improve the aerodynamic characteristics, enhance the operation capability, improve the engine performance and the like in the flying process, and can expand the task scene and the application range. With the promotion of the technical development of bionic materials, mechanism design and the like, the wingspan-variable aircraft has become a powerful research and development direction of the variable-configuration aircraft in various countries due to the characteristic of efficiently changing the aerodynamic stressed area and the aerodynamic performance.
The development potential of future engineering application of the variable-span aircraft is derived from the adaptability of dynamic tasks of the variable-span aircraft, and a tracking control system serving as a core brain subsystem is the key for guaranteeing the safe execution of the tasks. However, the variable span endows the aircraft with multiple performances and multi-task performance capability, and simultaneously makes the aircraft face the challenges of complicated dynamics of flight tasks, nonlinear time variation of configuration and control, multi-source coupling of system interference and the like, and provides higher requirements for task adaptability, coordinated deformation capability and anti-interference capability of a tracking control system.
The tracking control problem of the fixed configuration aircraft is systematically researched at home and abroad, but the tracking control problem of the variable span aircraft in the process of flight assisted by deformation under a dynamic task is rarely researched, a flight dynamics model is processed into a discrete local model according to the configuration state and then a control law design is carried out by the conventional tracking control method based on a multi-directional structured single task or a given configuration, the interference introduced by configuration change is processed in a high-conservative lumped mode during the control law design, and the interference is not specifically modeled and analyzed, so that the control strategy essentially belongs to sub-channel control of deformation and task tracking. Under the system characteristics of strong coupling and multiple interference of the variable-span aircraft and the dynamic variable task characteristics, the channel division control method is difficult to adjust the span change in real time according to the dynamic task requirements to improve the aerodynamic performance of the aircraft, and has insufficient response capabilities to configuration mutation, deformation execution errors, related system interference and the like, so that the task adaptability and flight safety of the variable-span aircraft are not ensured, and the research, development and application of the variable-span aircraft are further restricted.
In summary, the existing method is not sufficient for the tracking control problem of the variable span aircraft in the process of flight assisted by deformation under a dynamic task, and the capability of coordinating continuous deformation control and anti-interference tracking control under a deformation execution error is still insufficient, so that a new variable span aircraft task adaptive anti-interference tracking control method and system are urgently needed to be provided in order to further improve the task adaptability and flight safety of the variable span aircraft.
Disclosure of Invention
Aiming at the tracking control problem of the variable span aircraft in the process of auxiliary flight through deformation under a dynamic task and overcoming the defect of anti-interference flight control under the coordination of continuous deformation control and deformation execution error in the prior art, the invention provides a novel task self-adaptive anti-interference tracking control method of the variable span aircraft, which comprises the steps of establishing a variable span flight dynamic model considering the deformation execution error, designing a task self-adaptive continuous variable span optimization control law and an adaptive instruction filtering backstepping tracking control law based on interference estimation, and finishing the coordination control of deformation and flight. The method can realize task-adaptive continuous variable-span auxiliary flight and high-precision task tracking under the deformation execution error, and can effectively improve the task adaptability and flight safety of the variable-span aircraft.
In order to achieve the aim, the invention designs a task self-adaptive continuously variable span optimization control law and a self-adaptive instruction filtering backstepping tracking control law based on interference estimation from the viewpoints of task adaptability and flight safety, solves the tracking control problem of a variable span aircraft in a deformation-assisted flight process under a dynamic task, and specifically adopts the following technical scheme:
a task self-adaptive anti-interference tracking control method for a variable-span aircraft comprises the following steps:
the method comprises the steps that firstly, a pneumatic parameter nonlinear expression is fitted by taking a span deformation ratio and a flight state as variables on the basis of pneumatic parameter analysis data of a variable-span aircraft in different span configurations; the variable-span aircraft is an aircraft with straight wings on two sides and symmetrically telescopic wingspan;
secondly, representing system interference introduced by the wingspan deformation execution error by combining the pneumatic parameter nonlinear expression in the first step, and establishing a variable wingspan flight dynamic model considering the deformation execution error in a strict feedback form;
thirdly, performing nonlinear variable span optimization for different task stages, and combining continuous variable span execution control to provide a task self-adaptive continuous variable span optimization control law;
fourthly, under the framework of a backstepping control method, taking the thrust of an engine and the deflection of a pitching rudder as control variables of a speed control subsystem and a height control subsystem respectively, providing an adaptive instruction filtering backstepping tracking control law based on interference estimation, and ensuring high-precision task tracking under the interference of deformation execution errors;
and fifthly, combining a variable span flight dynamics model considering deformation execution errors in the strict feedback form established in the second step, a task self-adaptive continuous variable span optimization control law provided in the third step and an adaptive instruction filtering backstepping tracking control law based on interference estimation provided in the fourth step, loading the variable span flight dynamics model on a variable span aircraft, and performing self-adaptive deformation control and tracking control according to flight tasks in the task execution process to complete task self-adaptive anti-interference tracking control of the variable span aircraft.
Further, in the first step, the aerodynamic parameter analysis data is lift coefficient of the aircraft at different working pointsC L Coefficient of resistanceC D Coefficient of sum momentC m (ii) a The spanwise deformation ratioξIs defined as follows:
wherein 0 is less than or equal toξ≤1，WThe sum of the wingspans of the wings on both sides is shown,W min representing the sum of the minimum wingspans of the wings on both sides,W max representing the sum of the maximum wingspans of the two wings; the flight state includes flight speedVAngle of attack of flightαAnd pitch rudder deflectionδ m (ii) a The nonlinear expression of the pneumatic parameters is as follows:
wherein the content of the first and second substances,C L representing the lift coefficient, with a fitting polynomial of 1,α,ξ,ξ 2 ,αξgreat, corresponding fitting coefficient isc l1 ,c l2 ,c l3 ,c l4 ,c l5 }；C D Representing the drag coefficient, with a fitting polynomial of 1,α,α 2 ,ξ,ξ 2 ,αξ,V} a corresponding fitting coefficient isc d1 ,c d2 ,c d3 ,c d4 ,c d5 ,c d6 ,c d7 }；C m Representing the pitch moment coefficient, with a fitting polynomial of 1,δ m －α,α 2 ,ξ,ξ 2 ,αξ} a corresponding fitting coefficient isc m1 ,c m2 ,c m3 ,c m4 ,c m5 ,c m6 }; the working point is selected taking into account the spanwise deformation ratio of the aircraftξFlying speedVAngle of attack of flightαAnd pitch rudder deflectionδ m The four dimensions are specifically: spanwise deformation ratioξIn [0,1 ]]Designing discrete value-taking point in intervalN 1 Speed of flightVAt minimum flying speedV min With maximum flying speedV max Designing discrete value-taking point in intervalN 2 Angle of attack of flightαAt minimum flight angle of attackα min And maximum flight angle of attackα max Designing discrete value-taking point in intervalN 3 Pitch rudder deflectionδ m Rudder deflection at minimum pitchδ m_min And maximum pitch rudder deflectionδ m_max Designing discrete value-taking points in intervalN 4 In total ofN 1 ×N 2 × N 3 ×N 4 And (4) an operating point.
Further, in the second step, the edgewise deformation execution error adopts an edgewise deformation ratio errorξTo represent; the system interference includes the span deformation execution ratio errorξThe method comprises the following steps of directly introducing aerodynamic reference area errors and aerodynamic parameter uncertainty, and indirectly introducing aerodynamic uncertainty and aerodynamic moment uncertainty, wherein the expressions are as follows:
in the upper formula, ΔSIs an area error of pneumatic referenceC L Δ as the lift parameterC D As the uncertainty of the resistance parameterC m The uncertainty of the pitching moment parameter is obtained; ΔLThe maximum lift of the pneumatic motorDThe air-actuated resistance is ΔM yy Is the pitch moment uncertainty;bis the average chord length of the aircraft wing;Sthe pneumatic reference area for not considering the deformation execution error is expressed asS=[W min +ξ(W max －W min )]·b；∆x cg Is the aircraft centroid position deviation;
the aerodynamic resistance to take account of the deformation execution error is expressed by
，ρIn order to be the density of the air,
the pneumatic reference area for considering the deformation execution error is expressed as
，
The resistance parameter for considering the deformation execution error is expressed as
；
The aerodynamic lift force for considering the deformation execution error is expressed as
，
The lift parameter for considering the deformation execution error is expressed as
；
The variable span flight dynamics model considering the deformation execution error in the strict feedback form is as follows:
in the above formula, the first and second carbon atoms are,Vwhich represents the flight speed of the aircraft relative to the air,hwhich is indicative of the flight altitude of the aircraft,γrepresenting the track pitch angle of the aircraft,αwhich represents the angle of attack of the flight of the aircraft,qrepresenting the pitch angle velocity of the aircraft,
derivatives of their respective variables;Tindicating engine thrust，δ m Indicating pitch rudder deflection;f V 、g V 、∆f V 、f γ 、g γ 、∆f γ 、f α 、g α 、∆f α 、f q 、g q 、∆f q all represent intermediate variables in the process of deducing the variable span flight dynamic model, and the expression is as follows:
wherein, the first and the second end of the pipe are connected with each other,mthe mass of the aircraft is represented and,grepresents the acceleration of gravity;Dexpressing the aerodynamic resistance irrespective of the deformation execution error, expressed as
；I yy Representing the moment of inertia of the aircraft about the pitch axis; intermediate variablef v 、∆f γ 、∆f α 、∆f q Norm off v |、|∆f γ |、|∆f α |、|∆f q Δ | is bounded, and Δ | is equal to or less than 0f v |≤λ v 、0≤|∆f γ |≤λ γ 、0≤|∆f α |≤λ α 、0≤|∆f q |≤λ q In which |f v |、|∆f γ |、|∆f α |、|∆f q Upper bound of |λ v 、λ γ 、λ α 、λ q All represent unknown constants.
Further, the third stepIn the step, the continuously variable span optimization control law comprises two parts of nonlinear variable span optimization and continuously variable span execution control; the nonlinear variable span optimization is included in a feasible range [0,1]Nonlinear variable span optimization index for different task stagesf aero Optimum spanwise change ratio ofξ in The optimization problem is expressed as:
wherein, the different task stages comprise an acceleration rising stage, a deceleration rising stage, an acceleration diving stage, a deceleration diving stage and a uniform speed/fixed height stage;f aero for the nonlinear variable span optimization index facing different task stages, the expression is as follows:
in the above formula, max (×) represents the maximum value of the expression in parentheses, and min (×) represents the minimum value of the expression in parentheses;
the continuously variable span performs control including designing an optimal span change ratioξ in The execution control law of (1) to ensure continuous deformation of the whole task execution stage, the execution control law is as follows:
wherein the content of the first and second substances,ξ in the input variable of the control part is executed for the continuous variable span, and the input variable is also the output variable of the nonlinear variable span optimization part;ξ out the output variables of the control section are implemented for continuously variable span,
for the first derivative thereof,
is its second derivative; control parameterr 1 >0、r 2 >0。
Further, in the fourth step, the adaptive command filtering backstepping tracking control law based on the interference estimation comprises an adaptive thrust control law in a speed control subsystem and an adaptive rudder deflection control law in a height control subsystem;
the self-adaptive thrust control law in the speed control subsystem is as follows:
wherein the controlled variable isTIndicating engine thrust, control parametersk v >0、c v >1，ε v >0；V d Representing the desired airspeed at which the aircraft is performing the mission,
to representV d A derivative of (a);e v =V d －Vrepresenting velocity tracking errore v | represents an absolute value of a velocity tracking error;
is an medium termf v The norm |f v Upper bound of |λ v An estimated value of (2), an estimated value thereof
Is adaptive to
Estimating parametersa v >0；
The self-adaptive rudder deflection control law in the height control subsystem is as follows:
wherein the first rowe h In order to provide for a fly-height tracking error,h d in order to achieve the desired flying height,
is composed ofh d First derivative, virtual control variable ofγ d To track errors according to flight altitudee h The desired track inclination angle is designed such that,z γ tilt angle for desired trackγ d The filter of (a) tracks the variable,
is composed ofz γ The first derivative of (a) is,
is composed ofz γ The second derivative of (a) is,k h 、r γ is a control parameter, andk h >0、r γ >0; in the second row of the display device, the first row of the display device,e γ for track pitch angle tracking error, virtual control variablesα d Is based one γ The desired angle of attack is designed such that,
is medium to medium amountf γ Norm off γ The upper bound of |λ γ Is determined by the estimated value of (c),
is an estimated value
The law of adaptation of (a) to (b),z α at a desired angle of attackα d The tracking variables of the filtering of (a) are,
is composed ofz α The first derivative of (a) is,
is composed ofz α The second derivative of (a) is,k γ 、ε γ 、c γ 、a γ 、r α are all control parameters, andk γ >0、ε γ >0、c γ >1、a γ >0、r α >0; in the third row, the first row is,e α for angle of attack tracking error, virtual control variablesq d Is based one α The desired pitch angle rate is designed to be,
is medium to medium amountf α Norm off α Upper bound of |λ α Is determined by the estimated value of (c),
is an estimated value
The law of adaptation of (a) to (b),z q to a desired pitch angle velocityq d The filter of (a) tracks the variable,
is composed ofz q The first derivative of (a) is,
is composed ofz q The second derivative of (a) is,k α 、ε α 、c α 、a α 、r q is a control parameter, andk α >0、ε α >0、c α >1、a α >0、r q >0; in the fourth row of the drawing,e q indicating the pitch rate tracking error and,δ m representing tracking error according to pitch angle velocitye q The designed actual control variable is pitching rudder deflection,
is medium to medium amountf q Norm off q Upper bound of |λ q Is determined by the estimated value of (c),
as an estimate value
The law of adaptation of (a) to (b),k q 、ε q 、c q 、a q are all control parameters, andk q >0、c q >1、ε q >0、a q >0。
the invention also provides a task self-adaptive tracking control system of the variable span aircraft task self-adaptive anti-interference tracking control method, which comprises the following steps:
the variable span flight dynamics module considering the deformation execution error models the system interference introduced by the wing span deformation execution error through fitting the nonlinear relation between the aerodynamic parameter of the aircraft and the wing span deformation ratio, and establishes a variable span flight dynamics model considering the deformation execution error in a strict feedback form by taking the thrust of an engine and the pitch rudder deflection as control variables;
the task self-adaptive continuously variable span optimization control module is used for completing continuously variable span optimization control by combining a continuously variable span execution control law after optimizing the span deformation ratio on line at different task stages based on nonlinear variable span optimization indexes facing different task stages, so as to realize task self-adaptive continuously variable span auxiliary flight;
an adaptive instruction filtering tracking control module based on interference estimation designs an adaptive thrust control law in a speed control subsystem and an adaptive rudder deflection control law in a height control subsystem under the framework of a backstepping control method, and simultaneously considers a system interference upper-bound adaptive estimation value introduced by a deformation execution error in the control laws, thereby achieving an interference suppression effect and realizing high-precision task tracking under a wingspan deformation execution error.
Compared with the prior art, the invention has the advantages that: aiming at the tracking control problem of the variable span aircraft in the process of auxiliary flight through deformation under a dynamic task, the existing method simultaneously coordinates continuous deformation control and has insufficient capacity of anti-interference tracking control under deformation execution errors, the task self-adaptive anti-interference tracking control method and the system of the variable span aircraft provided by the invention organically combine variable span control and tracking control, and can effectively improve the task adaptability and flight safety of the variable span aircraft; the span-variable control enables the aircraft to reasonably utilize aerodynamic performance improvement brought by span change at different task stages, so that task adaptability is improved, flight energy consumption is reduced, the influence of deformation mutation on tracking control precision is reduced through a continuous execution control law, the tracking control carries out self-adaptive estimation and inhibition on system interference related to deformation execution errors, task tracking precision is finally ensured, and the effect of improving span-variable flight safety is achieved.
Drawings
FIG. 1 is a flow chart of the mission-adaptive anti-interference tracking control method for a variable span aircraft according to the present invention;
FIG. 2 is a schematic diagram of the mission adaptive anti-interference tracking control system of the variable span aircraft.
Detailed Description
In order to make the objects, technical solutions and advantages of the present invention more apparent, the present invention is described in further detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative of the invention and do not limit the invention. In addition, the technical features involved in the embodiments of the present invention described below may be combined with each other as long as they do not conflict with each other.
As shown in fig. 1, the task adaptive anti-interference tracking control method for the variable-span aircraft provided by the invention is directed to the variable-span aircraft with straight wings on both sides and symmetrically telescopic span, and aims at the problem of how to coordinate deformation control and anti-interference tracking control under a deformation execution error under a dynamic task. The specific implementation steps comprise:
the method comprises the steps that firstly, a pneumatic parameter nonlinear expression is fitted by taking a span deformation ratio and a flight state as variables on the basis of pneumatic parameter analysis data of a variable-span aircraft in different span configurations; the variable-span aircraft is an aircraft with straight wings on two sides and symmetrically telescopic wingspan;
secondly, representing system interference introduced by the wingspan deformation execution error by combining the pneumatic parameter nonlinear expression in the first step, and establishing a variable wingspan flight dynamic model considering the deformation execution error in a strict feedback form;
thirdly, performing nonlinear variable span optimization for different task stages, and providing a task self-adaptive continuously variable span optimization control law by combining continuously variable span execution control;
fourthly, under the framework of a backstepping control method, taking the thrust of an engine and the deflection of a pitching rudder as control variables of a speed control subsystem and a height control subsystem respectively, providing an adaptive instruction filtering backstepping tracking control law based on interference estimation, and ensuring high-precision task tracking under the interference of deformation execution errors;
and fifthly, combining a variable span flight dynamics model considering deformation execution errors in the strict feedback form established in the second step, a task self-adaptive continuous variable span optimization control law provided in the third step and an adaptive instruction filtering backstepping tracking control law based on interference estimation provided in the fourth step, loading the variable span flight dynamics model on a variable span aircraft, and performing self-adaptive deformation control and tracking control according to flight tasks in the task execution process to complete task self-adaptive anti-interference tracking control of the variable span aircraft.
Specifically, a certain type of span-variable aircraft with an airfoil shape NA2410, a maximum span of 2.6m, a minimum span of 1.8m and a chord length of 0.3m is taken as an application object, and the specific steps of the method are explained as follows:
the method comprises the following steps of firstly, fitting a nonlinear expression of aerodynamic parameters by taking a span deformation ratio and a flight state as variables based on aerodynamic parameter analysis data of a variable-span aircraft in different span configurations, and specifically comprises the following steps:
step (1.1) aircraft aerodynamic parameter analysis:
in the aircraft design and pneumatic analysis software, after the variable span aircraft model is established, pneumatic analysis is carried out in a flight envelope line of the variable span aircraft model, and pneumatic parameter analysis data under different span configurations are obtained. Defining a spanwise deformation ratioξRepresenting the variation degree of the total wingspan after the wings on both sides of the aircraft are simultaneously symmetrically stretched,
wherein 0 is less than or equal toξ≤1，WRepresenting the sum of the wingspans of the wings on both sides,W min representing the sum of the minimum wingspans of the wings on both sides,W max representing the sum of the maximum wingspans of the two wings. In the aircraft, the aircraft is provided with a plurality of air ducts,W min =1.8m，W max =2.6m，
(ii) a Selecting a spanwise deformation ratio for an aircraftξFlying speedVAngle of attack of flightαAnd pitch rudder deflectionδ m Four variables, construct [ 2 ]ξ,V,α,δ m ]Working space described by four dimensions is selected, a certain number of working points are selected to execute pneumatic analysis operation, and lift coefficients corresponding to different working points are obtainedC L Coefficient of resistanceC D Coefficient of sum momentC m And forming aerodynamic parameter analysis data of the variable span aircraft.
Taking the variable span aircraft as an example, the working point selection mode is as follows: ratio of span deformationξTaking 11 points at intervals of 0.1 in the interval of 0 and 1 to make the flying speedVDiscretely taking 5 points at intervals of 5m/s in the interval of 10m/s of minimum flying speed and 30m/s of maximum flying speed to ensure that the flying attack angle is adjustedαTaking 11 points within the minimum flight angle of attack of-5 deg and the maximum flight angle of attack of 5deg and taking 1deg as an interval, and deflecting the pitching rudderδ m And discretely taking 13 points at intervals of 5deg in an interval of-30 deg of the minimum pitching rudder deflection and 30deg of the maximum pitching rudder deflection, and combining four-dimensional values to obtain 11 multiplied by 5 multiplied by 11 multiplied by 13 working points.
Step (1.2) nonlinear polynomial fitting of aerodynamic parameters of the aircraft:
analyzing data based on the aerodynamic parameters of the aircraft to obtain the span deformation ratio which is the dimensionality of a working pointξFlying speedVAngle of attack of flightαAnd pitch rudder deflectionδ m And selecting a polynomial form for relevant variables, constructing a nonlinear expression of the aerodynamic parameters of the variable-span aircraft, fitting polynomial coefficients by using a least square method, and iteratively optimizing the polynomial form according to a fitting effect. The variable span aircraft fitting result is as follows:
wherein the content of the first and second substances,c l1 =0.2061，c l2 =0.0598，c l3 =0.0624，c l4 =－0.0048，c l5 =0.0133，c d1 =0.0185，c d2 =0.0018，c d3 =0.0004，c d4 =－0.0022，c d5 =0.0018，c d6 =0.0006，c d7 =－0.0002，c m1 =0.0442，c m2 =0.0147，c m3 =－0.0001，c m4 =－0.0311，c m5 =0.0141，c m6 =0.0088。
and a second step, in combination with the pneumatic parameter nonlinear expression of the first step, representing system interference introduced by the wingspan deformation execution error, and establishing a variable wingspan flight dynamics model considering the deformation execution error in a strict feedback form, wherein the variable wingspan flight dynamics model specifically comprises the following steps:
step (2.1) wingspan deformation execution error-introduced system interference characterization:
adopting the deformation rate errorξRepresenting a wingspan deformation execution error, wherein the wingspan deformation execution error introduces system interference comprising: the following expressions can be obtained through deduction according to the pneumatic reference area error, the aircraft centroid position deviation, the pneumatic parameter uncertainty, the pneumatic force uncertainty and the pneumatic moment uncertainty:
in the upper formula, ΔSIs an area error of pneumatic referenceC L Δ as the lift parameterC D The patient with the resistance parameterC m The uncertainty of the pitching moment parameter is obtained; ΔLThe maximum lift of the pneumatic motorDThe air-actuated resistance is ΔM yy Is the pitch moment uncertainty;bis the average chord length of the aircraft wing;Sfor the pneumatic reference area without considering the deformation execution error, the expression isS=[W min +ξ(W max －W min )]·b；∆x cg Is the aircraft centroid position deviation;
the aerodynamic resistance to take account of the deformation execution error is expressed by
，ρIn order to be the density of the air,
the pneumatic reference area for considering the deformation execution error is expressed as
，
The resistance parameter for considering the deformation execution error is expressed as
；
For considering the aerodynamic lift of the deformation execution error, the expression is
，
Lift parameter for taking into account deformation execution error, expression thereof
(ii) a The wing average chord length of the wingspan-variable aircraftb=0.3mAerodynamic reference area without taking into account distortion execution errorsS=(1.8+0.8ξ) 0.3, Δ considering the deformation execution error in the 50% rangeξIs [ -0.5,0.5]Random constant within interval, and a centroid deviation of 0.1mx cg Is [ -0.1m,0.1m]Random constants within the interval.
And (2.2) considering the variable span flight dynamics modeling of the deformation execution error:
the longitudinal motion and the transverse motion of the aircraft are decoupled on the basis of a horizontal sideslip-free assumption, and then on the basis of the assumption that the wingspan symmetric expansion change does not influence the gravity center to deviate from the longitudinal axis of the aircraft body, a longitudinal variable-wingspan flight dynamic model of the variable-wingspan aircraft after considering the deformation execution error can be expressed as follows:
wherein, the first and the second end of the pipe are connected with each other,Vwhich is indicative of the speed of flight of the aircraft,hwhich is indicative of the flight altitude of the aircraft,γrepresenting the track pitch angle of the aircraft,αwhich represents the angle of attack of the flight of the aircraft,qrepresenting the pitch angle velocity of the aircraft,
is the derivative of the corresponding variable;min order to be the mass of the aircraft,gin order to be the acceleration of the gravity,Twhich is indicative of the thrust of the engine,I yy the moment of inertia of the pitching axis of the aircraft;
to account for aerodynamic lift after a deformation execution error,
in order to consider the pneumatic resistance after the deformation execution error, the expressions of the two are shown in the step (2.1) above;
in order to take account of the pitching moment to which the aircraft is subjected after the execution error of the deformation, the expression is
，ρ、S、b、∆M yy The meaning is given above in step (2.1),C m see formula (1) in step (1.2). Assuming the mass of the aircraftm=4.56kg, acceleration of gravityg=9.8m/s 2 Moment of inertia of aircraft pitch axisI yy =0.37119kg·m 2 Air tightness in flying environmentρ=1.225kg/m 3 。
In order to design a flight control system facing the subsequent steps, the variable span flight dynamic model is converted into a strict feedback form, and a variable span flight dynamic model considering the deformation execution error is established:
in the formula, engine thrustTAnd pitch rudder deflectionδ m In order to control the variables of the system,f V 、g V 、∆f V 、f γ 、g γ 、∆f γ 、f α 、g α 、∆f α 、f q 、g q 、∆f q all represent intermediate variables in the dynamic model derivation process, and the expression is as follows:
wherein the content of the first and second substances,Din order to not consider the aerodynamic resistance of the deformation execution error, the expression is
. According to the expression and the steps, the aerodynamic parameters of the variable-span aircraft are nonlinearly related to the span deformation ratio, and the span change directly causes the change of the aerodynamic parameters and further causes the change of a dynamic model of the aircraft. Intermediate variable in formula (5) variable span flight dynamics model derivation processf V 、∆f γ 、∆f α 、∆f q Associated with the deformation execution error and the introduced system disturbance, i.e. the deformation execution error and the introduced system disturbancef V 、∆f γ 、∆f α 、∆f q Term influences the state of the aircraft systemf v 、∆f γ 、∆f α 、∆f q The norm |f v |、|∆f γ |、|∆f α |、|∆f q Bounded, satisfying the following inequality:
0≤|∆f v |≤λ v ， 0≤|∆f γ |≤λ γ ，0≤|∆f α |≤λ α ，0≤|∆f q |≤λ q (6)
wherein |f v |、|∆f γ |、|∆f α |、|∆f q The upper bound of |λ v 、λ γ 、λ α 、λ q All represent unknown constants.
And thirdly, performing nonlinear variable span optimization for different task stages, and combining continuous variable span execution control to provide a task self-adaptive continuous variable span optimization control law, which specifically comprises the following steps:
step (3.1), nonlinear variable span optimization:
starting from the aerodynamic performance requirements of different task stages, nonlinear variable span optimization indexes for different task stages are designedf aero ：
In the above formula, max (×) represents the maximum value of the expression in parentheses, and min (×) represents the minimum value of the expression in parentheses. According to the step (1.2) in the formula (1)C L AndC D the expression (c) of (a),f aero spanwise deformation ratio to aircraftξFlying speedVAngle of attack of flightαPitching rudder deflectionδ m It is related. At the spanwise deformation ratioξFor optimizing variables, the flight speed is determined according to the real-time task stage in the flight processVAngle of attack of flightαPitching rudder deflectionδ m Solving for an optimal spanwise deformation ratioξ in Optimizing an index function for a varying spanf aero And optimally, the aircraft can adapt to different task stages in real time with better aerodynamic performance. The optimization problem is represented as:
solving the formula (8) by adopting a one-dimensional nonlinear optimization algorithm to obtain the optimal span change ratioξ in And the control is used for the subsequent continuously variable span execution control. Non-linear variable span optimization index facing different task stages is illustrated by taking the following longitudinal flight tasks as task examplesf aero ：
Wherein the content of the first and second substances,tthe flying mission is 100s in total for flying time, and is divided into 3 mission stages with the flying mission period being less than or equal to 0t≤30sFor deceleration rising phase, initial valueV=20m/s、h=150m, final valueV=10m/s、h=200m; at 30s<t<70sIn order to realize the constant-speed constant-height cruising stage,V=10m/s、h=200m; at 70s≤t≤100sFor accelerating the dive stage, initial valueV=10m/s、h=200m, end valueV=20m/s、h=150m. The initial state of the wingspan-variable aircraft isV=20m/s、h=150m，α=0rad，γ=0rad，q=0rad/s. In this example flight mission, 0 ≦t≤30sThe nonlinear span-variable optimization index in the deceleration and ascent stages is selected asf aero =max(C L ) At 30s<t<70sThe non-linear wingspan optimization index in the uniform speed constant height cruising stage is as follows
，70s≤t≤100sThe nonlinear span-variable optimization index in the acceleration diving stage isf aero =min(C D )。
And (3.2) continuously changing the wingspan to execute control:
when the variable-span aircraft is switched at different task stages, the sudden change of the span deformation ratio can cause sudden change of the system characteristics of the aircraft, and further the system stability is influenced. Starting from the requirements of physical realization and flight safety, the execution continuity of the span change needs to be ensured. The execution control law of the wingspan deformation ratio designed by the invention is as follows:
wherein, the first and the second end of the pipe are connected with each other,ξ in input variables for executing the control law, namely the optimization result of the step (3.1);ξ out in order to implement the output variables of the control law,
for the first derivative thereof,
is its second derivative; control parameterr 1 、r 2 Is taken asr 1 =2、r 2 =1。
Therefore, two steps of nonlinear variable span optimization and continuous variable span execution control are combined to complete task self-adaptive continuous variable span optimization control law design.
And fourthly, under the framework of a backstepping control method, respectively taking the thrust of the engine and the deflection of the pitching rudder as control variables of a speed control subsystem and a height control subsystem, providing an adaptive instruction filtering backstepping tracking control law based on interference estimation, and ensuring high-precision task tracking under the interference of deformation execution errors, wherein the method specifically comprises the following steps of:
step (4.1), designing a thrust adaptive control law of a speed control subsystem:
the kinetic model of the velocity control subsystem is:
wherein, the first and the second end of the pipe are connected with each other,f V 、g V 、∆f V representing the intermediate variable in the derivation process of the variable span flight dynamics model, the expression is shown as the step (2.2) formula (5)f v Norm off v Δ | is bounded, and Δ | is equal to or less than 0f v |≤λ v ，|∆f v Upper bound |λ v Are unknown constants.
Based on Δ |f v Upper bound |λ v Adaptive estimation of (d), designing engine thrust in a speed control subsystemTThe adaptive control law is as follows:
wherein the content of the first and second substances,V d representing the desired airspeed at which the aircraft is performing the mission,
to representV d A derivative of (a);e v =V d －Vrepresenting velocity tracking errore v | represents an absolute value of a velocity tracking error;
is equal tof v Upper bound |λ v Of which the adaptation law of the estimated value is
. Control parameterk v >0、c v >1、ε v >0, estimating parametersa v >0, respectively take values ofk v =10、c v =2、ε v =0.01、a v =3。
And (4.2) designing a rudder deflection adaptive control law of the height control subsystem:
the dynamics model of the height control subsystem is:
wherein, the first and the second end of the pipe are connected with each other,f γ 、g γ 、∆f γ 、f α 、g α 、∆f α 、f q 、g q 、∆f q all represent intermediate variables in the process of deducing a variable span flight dynamic model, and the expression is shown in the formula (5) in the step (2.2); Δf γ 、∆f α 、∆f q Norm off γ |、|∆f α |、|∆f q I is bounded, and satisfies inequality 0 ≦ Δf γ |≤λ γ 、0≤|∆f α |≤λ α 、0≤|∆f q |≤λ q ，|∆f γ |、|∆f α |、|∆f q Upper bound |λ γ 、λ α 、λ q Are all unknown constants.
Combining the instruction filter under the backstepping control frame, and Δf γ |、|∆f α |、|∆f q Upper bound |λ γ 、λ α 、λ q The self-adaptive estimation of the method provides a rudder deflection self-adaptive control law in the height control subsystem as follows:
wherein the first rowe h In order to provide for a fly-height tracking error,h d in order to achieve the desired flying height,
is composed ofh d First derivative, virtual control variable ofγ d Is based one h The desired track inclination angle is designed such that,z γ tilt angle for desired trackγ d The filter of (a) tracks the variable,
is composed ofz γ The first derivative of (a) is,
is composed ofz γ The second derivative of (a) is,k h 、r γ is a control parameter, andk h >0、r γ >0; in the second row of the display device, the first row of the display device,e γ for track pitch angle tracking error, virtual control variablesα d Is based one γ The desired angle of attack is designed such that,
is equal tof γ Upper bound |λ γ Is determined by the estimated value of (c),
is an estimated value
The law of adaptation of (a) to (b),z α to a desired angle of attackα d The filter of (a) tracks the variable,
is composed ofz α The first derivative of (a) is,
is composed ofz α The second derivative of (a) is,k γ 、ε γ 、c γ 、a γ 、r α are all control parameters, andk γ >0、ε γ >0、c γ >1、a γ >0、r α >0; in the third row, the first row is,e α for angle of attack tracking error, virtual control variablesq d Is based one α The desired pitch angle rate is designed to be,
is equal tof α Upper bound |λ α Is determined by the estimated value of (c),
is an estimated value
The law of adaptation of (a) to (b),z q to a desired pitch angle velocityq d The filter of (a) tracks the variable,
is composed ofz q The first derivative of (a) is,
is composed ofz q The second derivative of (a) is,k α 、ε α 、c α 、a α 、r q to control parameters, andk α >0、ε α >0、c α >1、a α >0、r q >0; in the fourth row of the drawing,e q indicating the pitch rate tracking error and,δ m express according toe q The designed actual control variable is pitching rudder deflection,
is equal tof q Upper bound |λ q Is determined by the estimated value of (c),
is an estimated value
The law of adaptation of (a) to (b),k q 、ε q 、c q 、a q are all control parameters, andk q >0、c q >1、ε q >0、a q >0. each parameter takes the value ofk h =6，k γ =10，ε γ =0.01，c γ =2，a γ =3，r γ =30，k α =20，ε α =0.01，c α =2，a α =3，r α =30，k q =50，c q =2，ε q =0.01，a q =3，r q =30。
And fifthly, realizing task self-adaptive tracking control.
And (3) combining a variable span flight dynamics model considering deformation execution errors in a strict feedback form established in the second step, a task self-adaptive continuously variable span optimization control law provided in the third step and an adaptive instruction filtering backstepping tracking control law based on interference estimation provided in the fourth step, loading the model on a variable span aircraft, and performing adaptive deformation control and tracking control according to flight tasks in the task execution process to complete task self-adaptive anti-interference tracking control of the variable span aircraft.
As shown in FIG. 2, the task adaptive tracking control system of the task adaptive anti-interference tracking control method for the variable-span aircraft comprises a variable-span flight dynamics module considering deformation execution errors, a task adaptive continuous variable-span optimization control module and an adaptive command filtering tracking control module based on interference estimation.
The variable span flight dynamics module considering the deformation execution error models and represents system interference introduced by the wingspan deformation execution error by fitting a nonlinear relation between aerodynamic parameters of an aircraft and the wingspan deformation ratio, and establishes a variable span flight dynamics model considering the deformation execution error in a strict feedback form by taking engine thrust and pitching rudder deflection as control variables;
the task self-adaptive continuously variable span optimization control module is used for completing continuously variable span optimization control by combining a continuously variable span execution control law after the online optimization of the span deformation ratio at different task stages based on nonlinear variable span optimization indexes facing different task stages, so as to realize task self-adaptive continuously variable span auxiliary flight;
the self-adaptive instruction filtering tracking control module based on the interference estimation designs a self-adaptive thrust control law in a speed control subsystem and a self-adaptive rudder deflection control law in a height control subsystem under the framework of a backstepping control method, and simultaneously considers a system interference upper-bound self-adaptive estimation value introduced by a deformation execution error in the control laws, thereby achieving an interference suppression effect and realizing high-precision task tracking under a wingspan deformation execution error.
In a flight task example with variable speed and variable height, the system can realize span deformation ratio optimization in different task stages and span continuous change among the stages through a task self-adaptive nonlinear continuous variable span optimization control module, and presents about 20% of engine thrust energy consumption saving, thereby effectively improving the task adaptability of the aircraft; under the condition of 50% large-range deformation execution error and 0.1m centroid deviation, the system can present 10 through an adaptive command filtering tracking control module based on interference estimation -2 Amount of m/sStep velocity tracking error, 10 -2 The control effect of the m-magnitude altitude tracking error can really ensure the flight safety of the variable-span aircraft.
Aiming at the problem of tracking control of a variable-span aircraft in a deformation-assisted flight process under a dynamic task, the invention provides a task-adaptive anti-interference tracking control method and system of the variable-span aircraft, which organically combines variable-span control and tracking control and can effectively improve the task adaptability and flight safety of the variable-span aircraft; the span-variable control enables the aircraft to reasonably utilize aerodynamic performance improvement brought by span change at different task stages, so that task adaptability is improved, flight energy consumption is reduced, the influence of deformation mutation on tracking control precision is reduced through a continuous execution control law, the tracking control carries out self-adaptive estimation and inhibition on system interference related to deformation execution errors, task tracking precision is finally ensured, and the effect of improving span-variable flight safety is achieved.
Those matters not described in detail in the present specification are well known in the art to which the skilled person pertains. It will be understood by those skilled in the art that the foregoing is only a preferred embodiment of the present invention, and is not intended to limit the invention, and that any modification, equivalent replacement, or improvement made within the spirit and principle of the present invention should be included in the scope of the present invention.
Claims (6)
1. A task self-adaptive anti-interference tracking control method for a variable span aircraft is characterized by comprising the following steps:
the method comprises the steps that firstly, a pneumatic parameter nonlinear expression is fitted by taking a span deformation ratio and a flight state as variables on the basis of pneumatic parameter analysis data of a variable-span aircraft in different span configurations; the wingspan-variable aircraft is an aircraft with straight wings on two sides and symmetrically telescopic wingspans;
secondly, representing system interference introduced by the wingspan deformation execution error by combining the pneumatic parameter nonlinear expression in the first step, and establishing a variable wingspan flight dynamic model considering the deformation execution error in a strict feedback form;
thirdly, performing nonlinear variable span optimization for different task stages, and combining continuous variable span execution control to provide a task self-adaptive continuous variable span optimization control law;
fourthly, under the framework of a backstepping control method, taking the thrust of an engine and the deflection of a pitching rudder as control variables of a speed control subsystem and a height control subsystem respectively, providing an adaptive instruction filtering backstepping tracking control law based on interference estimation, and ensuring high-precision task tracking under the interference of deformation execution errors;
and fifthly, combining a variable span flight dynamics model considering deformation execution errors in the strict feedback form established in the second step, a task self-adaptive continuous variable span optimization control law provided in the third step and an adaptive instruction filtering backstepping tracking control law based on interference estimation provided in the fourth step, loading the variable span flight dynamics model on a variable span aircraft, and performing self-adaptive deformation control and tracking control according to flight tasks in the task execution process to complete task self-adaptive anti-interference tracking control of the variable span aircraft.
2. The mission-adaptive anti-interference tracking control method for the variable-span aircraft according to claim 1, characterized in that: in the first step, the aerodynamic parameter analysis data are lift coefficients of the aircraft at different working pointsC L Coefficient of resistanceC D Coefficient of sum momentC m (ii) a The spanwise deformation ratioξIs defined as:
wherein 0 is less than or equal toξ≤1，WRepresenting the sum of the wingspans of the wings on both sides,W min representing the sum of the minimum wingspans of the wings on both sides,W max representing the sum of the maximum wingspans of the two wings; the flight state includes flight speedVAngle of attack of flightαAnd pitch rudder deflectionδ m (ii) a The nonlinear expression of the pneumatic parameters is as follows:
wherein the content of the first and second substances,C L representing the lift coefficient, with a fitting polynomial of 1,α,ξ,ξ 2 ,αξgreat, corresponding fitting coefficient isc l1 ,c l2 ,c l3 ,c l4 ,c l5 }；C D Representing the drag coefficient, with a fitting polynomial of 1,α,α 2 ,ξ,ξ 2 ,αξ,Vgreat, corresponding fitting coefficient isc d1 ,c d2 ,c d3 ,c d4 ,c d5 ,c d6 ,c d7 }；C m Representing the pitch moment coefficient, with a fitting polynomial of 1,δ m －α,α 2 ,ξ,ξ 2 ,αξgreat, corresponding fitting coefficient isc m1 ,c m2 ,c m3 ,c m4 ,c m5 ,c m6 }; the working point is selected taking into account the spanwise deformation ratio of the aircraftξFlying speedVAngle of attack of flightαAnd pitch rudder deflectionδ m The four dimensions are specifically: spanwise deformation ratioξIn [0,1 ]]Designing discrete value-taking point in intervalN 1 Speed of flightVAt minimum flying speedV min With maximum flying speedV max Designing discrete value-taking point in intervalN 2 Angle of attack of flightαAt minimum flight angle of attackα min And maximum flight angle of attackα max Designing discrete value-taking point in intervalN 3 Pitch rudder deflectionδ m Rudder deflection at minimum pitchδ m_min And maximum pitch rudder deflectionδ m_max Designing discrete value-taking point in intervalN 4 In total ofN 1 ×N 2 ×N 3 × N 4 And (4) an operating point.
3. The mission-adaptive anti-interference tracking control method for the variable-span aircraft according to claim 2, characterized in that: in the second step, the wingspan deformation execution error adopts a wingspan deformation ratio errorξTo represent; the system disturbance includes an edgewise deformation execution ratio errorξThe method comprises the following steps of directly introducing aerodynamic reference area errors and aerodynamic parameter uncertainty, and indirectly introducing aerodynamic uncertainty and aerodynamic moment uncertainty, wherein the expression of the method is as follows:
in the upper formula, ΔSIs an area error of pneumatic referenceC L Δ as the lift parameterC D As the uncertainty of the resistance parameterC m Is the pitch moment parameter uncertainty; ΔLThe maximum lift of the pneumatic motorDThe air-actuated resistance is ΔM yy Is the pitch moment uncertainty;bis the average chord length of the aircraft wing;Sfor the pneumatic reference area without considering the deformation execution error, the expression isS=[W min +ξ(W max －W min )]·b；∆x cg Is the aircraft centroid position deviation;
the aerodynamic resistance to take account of the deformation execution error is expressed by
，ρIn order to be the density of the air,
the pneumatic reference area for considering the deformation execution error is expressed as
，
The resistance parameter for considering the deformation execution error is expressed as
；
The aerodynamic lift force for considering the deformation execution error is expressed as
，
The lift parameter for considering the deformation execution error is expressed as
；
The variable span flight dynamics model considering the deformation execution error in the strict feedback form is as follows:
in the above formula, the first and second carbon atoms are,Vwhich represents the flight speed of the aircraft relative to the air,hwhich is indicative of the altitude of flight of the aircraft,γrepresenting the track pitch angle of the aircraft,αwhich represents the angle of attack of the flight of the aircraft,qrepresenting the pitch angle velocity of the aircraft,
derivatives of their respective variables;Twhich is indicative of the thrust of the engine,δ m indicating pitch rudder deflection;f V 、g V 、∆f V 、f γ 、g γ 、∆f γ 、f α 、g α 、∆f α 、f q 、g q 、∆f q all represent intermediate variables in the process of deducing the variable span flight dynamics model, and the expression is as follows:
wherein the content of the first and second substances,mthe mass of the aircraft is represented and,grepresents the acceleration of gravity;Dexpressing the aerodynamic drag without considering the deformation execution error, and the expression is
；I yy Representing the moment of inertia of the aircraft about the pitch axis; intermediate variablef v 、∆f γ 、∆f α 、∆f q Norm off v |、|∆f γ |、|∆f α |、|∆f q Δ | is bounded, and Δ | is equal to or less than 0f v |≤λ v 、0≤|∆f γ |≤λ γ 、0≤|∆f α |≤λ α 、0≤|∆f q |≤λ q In which |f v |、|∆f γ |、|∆f α |、|∆f q Upper bound of |λ v 、λ γ 、λ α 、λ q All represent unknown constants.
4. The mission-adaptive anti-interference tracking control method for the variable-span aircraft according to claim 3, characterized in that: in the third step, the continuously variable span optimization control law comprises two parts of nonlinear variable span optimization and continuously variable span execution control; the nonlinear variable span optimization is included in a feasible range [0,1]Nonlinear variable span optimization index for different task stagesf aero Optimum spanwise change ratio ofξ in The optimization problem is expressed as:
wherein, the different task stages comprise an acceleration rising stage, a deceleration rising stage, an acceleration diving stage, a deceleration diving stage and a uniform speed/fixed height stage;f aero for the nonlinear variable span optimization index facing different task stages, the expression is as follows:
in the above formula, max (×) represents the maximum value of the expression in parentheses, and min (×) represents the minimum value of the expression in parentheses;
the continuously variable span performs control including designing an optimal span change ratioξ in The execution control law of (2) to ensure continuous deformation of the whole task execution stage, the execution control law is as follows:
wherein the content of the first and second substances,ξ in input variables for the control section for continuously variable span implementation, also non-linearly variable spanOptimizing output variables of the part;ξ out the output variables of the control section are implemented for continuously variable span,
for the first derivative thereof,
is its second derivative; control parameterr 1 >0、r 2 >0。
5. The mission-adaptive anti-interference tracking control method for the variable-span aircraft according to claim 4, characterized in that: in the fourth step, the adaptive instruction filtering backstepping tracking control law based on the interference estimation comprises an adaptive thrust control law in a speed control subsystem and an adaptive rudder deflection control law in a height control subsystem;
the self-adaptive thrust control law in the speed control subsystem is as follows:
wherein the controlled variable isTIndicating engine thrust, control parametersk v >0、c v >1，ε v >0；V d Representing the desired airspeed at which the aircraft is performing the mission,
representV d A derivative of (a);e v =V d －Vrepresenting velocity tracking errore v | represents an absolute value of a velocity tracking error;
is medium to medium amountf v Norm off v Upper bound of |λ v An estimated value of (2), an estimated value thereof
Is adaptive to
Estimate parametersa v >0；
The self-adaptive rudder deflection control law in the height control subsystem is as follows:
wherein the first rowe h In order to provide for a fly-height tracking error,h d in order to achieve the desired flying height,
is composed ofh d First derivative, virtual control variable ofγ d To track errors according to flight altitudee h The desired track inclination angle is designed such that,z γ tilt angle for desired trackγ d The filter of (a) tracks the variable,
is composed ofz γ The first derivative of (a) is,
is composed ofz γ The second derivative of (a) is,k h 、r γ is a control parameter, andk h >0、r γ >0; in the second row of the display device, the first row of the display device,e γ for track pitch angle tracking errors, virtual control variablesα d Is based one γ The desired angle of attack is designed such that,
is medium to medium amountf γ Norm off γ Upper bound of |λ γ Is determined by the estimated value of (c),
is an estimated value
The law of adaptation of (a) to (b),z α to a desired angle of attackα d The filter of (a) tracks the variable,
is composed ofz α The first derivative of (a) is,
is composed ofz α The second derivative of (a) is,k γ 、ε γ 、c γ 、a γ 、r α are all control parameters, andk γ >0、ε γ >0、c γ >1、a γ >0、r α >0; in the third row, the first row is,e α for angle of attack tracking error, virtual control variablesq d Is based one α The desired pitch angle rate is designed to be,
is medium to medium amountf α Norm off α Upper bound of |λ α Is determined by the estimated value of (c),
is an estimated value
The law of adaptation of (a) to (b),z q to a desired pitch angle velocityq d The filter of (a) tracks the variable,
is composed ofz q The first derivative of (a) is,
is composed ofz q The second derivative of (a) is,k α 、ε α 、c α 、a α 、r q is a control parameter, andk α >0、ε α >0、c α >1、a α >0、r q >0; in the fourth row of the drawing,e q indicating the pitch rate tracking error and,δ m representing tracking error according to pitch angle velocitye q The designed actual control variable pitching rudder is biased to the intermediate variablef q Norm off q Upper bound of |λ q Is determined by the estimated value of (c),
is an estimated value
The law of adaptation of (a) to (b),k q 、ε q 、c q 、a q are all control parameters, andk q >0、c q >1、ε q >0、a q >0。
6. a mission adaptive tracking control system for implementing the mission adaptive interference rejection tracking control method for a variable span aircraft according to any one of claims 1 to 5, comprising:
the variable span flight dynamics module considering the deformation execution error models the system interference introduced by the wing span deformation execution error through fitting the nonlinear relation between the aerodynamic parameter of the aircraft and the wing span deformation ratio, and establishes a variable span flight dynamics model considering the deformation execution error in a strict feedback form by taking the thrust of an engine and the pitch rudder deflection as control variables;
the task self-adaptive continuously variable wing span optimization control module is used for completing continuously variable wing span optimization control by combining a continuously variable wing span execution control law after optimizing wing span deformation ratio in different task stages on the basis of nonlinear variable wing span optimization indexes facing different task stages, so as to realize task self-adaptive continuously variable wing span auxiliary flight;
an adaptive instruction filtering tracking control module based on interference estimation designs an adaptive thrust control law in a speed control subsystem and an adaptive rudder deflection control law in a height control subsystem under the framework of a backstepping control method, and simultaneously considers a system interference upper-bound adaptive estimation value introduced by a deformation execution error in the adaptive thrust control law and the adaptive rudder deflection control law, so that an interference suppression effect is achieved, and high-precision task tracking under a wingspan deformation execution error is realized.
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| CN117389154B (en) * | 2023-12-06 | 2024-02-27 | 北京航空航天大学杭州创新研究院 | Anti-interference attitude coordination control method for allosteric aircraft based on dynamic control allocation |
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